JP2015075163A - Shift range detection device and engine start control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shift range detection device or the like which can exactly detect a neutral range of a gear change device in a shit-by-wire system.SOLUTION: A shift range detection device which detects a shift range of a gear change device constituting a state where power is transmitted from an input side by the engagement and release of friction engagement elements which are driven by hydraulic pressure, and a state where the power is not transmitted comprises: a hydraulic pressure supply passage which supplies hydraulic pressure to the friction engagement elements; and a hydraulic pressure detection device which detects the hydraulic pressure of the hydraulic pressure supply passage. The hydraulic pressure detection device detects whether or not the shift range of the gear change device indicates a neutral state of the gear change device on the basis of the detected hydraulic pressure.

Description

  The present invention relates to a shift range detection device and an engine start control device.

  2. Description of the Related Art Conventionally, a shift-by-wire system that detects a shift range of a transmission based on a shift range detection signal corresponding to an instruction shift range by a driver or a drive amount of a shift range switching valve is known (for example, Patent Documents). 1).

JP 2007-040367 A

  However, in the shift-by-wire system, the shift range detected based on the drive amount of the shift range detection device or the shift range switching valve by the control computer of the transmission may be different from the shift range in the actual transmission. For example, even if the shift range instructed by the driver is the N (neutral) range and the control computer also detects the N range, the shift range of the transmission does not mechanically become the N range due to a malfunction of the control computer. There is a case.

  In particular, trouble may occur if it is not possible to accurately detect whether or not the shift range of the transmission is within the shift range (N range, P (parking) range) indicating the neutral state of the transmission. For example, since the engine that inputs power to the transmission is started in the neutral state, the engine start cannot be normally controlled unless it is accurately detected whether the transmission is in the N range or the P range. There is a fear.

  Then, in view of the said subject, it aims at providing the shift range detection apparatus etc. which can detect correctly the neutral state of the transmission in a shift-by-wire system.

In order to achieve the above object, in one embodiment, a shift range detection device comprises:
A shift range detection device that detects a shift range of a transmission that configures a state in which power from the input side is transmitted and a state in which power is not transmitted by engagement / disengagement of a friction engagement element driven by hydraulic pressure,
A hydraulic pressure supply path for supplying hydraulic pressure to the friction engagement element;
A hydraulic pressure detecting device for detecting the hydraulic pressure of the hydraulic pressure supply path,
The oil pressure detection device includes:
Based on the detected hydraulic pressure, it is detected whether the shift range of the transmission is a shift range indicating a neutral state of the transmission.

  According to the present embodiment, it is possible to provide a shift range detection device or the like that can accurately detect the neutral state of the transmission in the shift-by-wire system.

1 is a schematic configuration diagram of a vehicle including an automatic transmission. FIG. 2 is a schematic configuration diagram of an automatic transmission and an operation table showing a correspondence relationship between each shift stage and a clutch and a brake. It is a block diagram which shows the hydraulic pressure supply path to the shift range detection apparatus which concerns on 1st Embodiment, an engine starting control apparatus, and the clutch and brake in an automatic transmission. It is a flowchart which shows an example of the engine starting control flow by the engine starting control apparatus (TM-ECU) which concerns on 1st Embodiment. It is a figure which shows an example of the engine starting control method using the engine starting control circuit by the engine starting control apparatus which concerns on 2nd Embodiment.

  Hereinafter, embodiments for carrying out the invention will be described with reference to the drawings.

[First Embodiment]
FIG. 1 is a schematic configuration diagram of a vehicle including an automatic transmission according to the present embodiment.

  The vehicle 1 is allowed to travel when the power of the engine 10 is changed (accelerated / decelerated) by the automatic transmission 20 and transmitted to the drive wheels DW via the drive shaft DS. The vehicle 1 may be an electric vehicle having an electric motor as one of the drive sources, and may be configured such that the power of the electric motor is shifted by the automatic transmission 20 and transmitted to the drive wheels DW.

  The vehicle 1 also includes an engine ECU 30, a transmission ECU (hereinafter referred to as TM-ECU) 40, and the like.

  The engine ECU 30 and the TM-ECU 40 are both a ROM that stores a control program, a CPU that loads a predetermined control program from the ROM, performs arithmetic processing, a readable / writable RAM that stores arithmetic results, a timer, a counter, an input / output Including interfaces. Various control processes are executed by executing each control program on the CPU. The engine ECU 30 and the TM-ECU 40 are configured to be able to communicate with various sensors in the vehicle 1, other ECUs, and the like through an in-vehicle LAN such as a CAN (Controller Area Network) or a direct line, or receive various signals. Can be sent.

  The engine ECU 30 is an electronic control unit that controls the engine 10. The engine ECU 30 determines the fuel injector (fuel injection timing, amount, etc.), spark plug (ignition timing, etc.), spark plug (ignition timing, etc.), intake / exhaust valve (opening / closing timing, etc.) of the engine 10 based on the accelerator opening, vehicle speed, crank angle, engine speed, etc. ) Etc. Note that the engine ECU 30 may acquire the accelerator opening by receiving an output signal of an accelerator opening sensor (not shown) provided in an accelerator pedal (not shown). The engine ECU 30 may acquire the vehicle speed of the vehicle 1 by receiving an output signal from a vehicle speed sensor (not shown). Further, the engine ECU 30 may acquire the crank angle and the engine speed by receiving an output signal of a crank angle sensor (not shown) in the engine 10.

  Further, the engine ECU 30 drives the starter 11 and starts the engine 10 in accordance with the operation of the driver of the vehicle 1. Specifically, the starter 11 is driven by connecting an ignition switch (not shown) provided in a path for supplying power to the starter 11. At this time, the engine ECU 30 starts the engine 10 on condition that a later-described start permission signal is received from the TM-ECU 40. When the vehicle 1 has an idling stop function, the engine ECU 30 starts the engine 10 when the idling stop restart (engine start after idling stop) condition is satisfied. At this time, the engine ECU 30 starts the engine 10 on condition that a start permission signal is received from the TM-ECU 40. Note that receiving the start permission signal from the TM-ECU 40 may be included in one of the idling stop restart conditions. Note that the start command of the engine 10 to the starter 11 may be issued by an ECU other than the engine ECU 30, for example, a TM-ECU 40.

  The TM-ECU 40 is an electronic control unit that controls the automatic transmission 20. The TM-ECU 40 performs shift speed switching control based on a shift range (for example, parking, reverse, neutral, drive, etc.), vehicle speed, and the like. Further, the TM-ECU 40 may perform shift speed switching control based on the driver's operation when the driver's manual shift operation is possible. Specifically, control is performed to switch engagement patterns of clutches C1 and C2 and brakes B1 and B2, which are hydraulic friction engagement elements in the automatic transmission 20 described later. The shift range of the automatic transmission 20 in the present embodiment is determined by a so-called shift-by-wire system (hereinafter referred to as SWS). The SWS transmits a command signal to the automatic transmission 20 in accordance with a shift range (hereinafter referred to as an instruction shift range) according to a driver's operation of a shift lever. , Shift speed) is determined. For example, when the neutral range is selected by the driver, the TM-ECU 40 transmits a command signal so that all of the hydraulic friction engagement elements in the automatic transmission 20 are in a disengaged state. The TM-ECU 40 may acquire the instruction shift range by receiving an output signal of a shift range sensor (not shown) that detects the operation position of the shift lever. The speed change operation by the driver of the vehicle 1 may be an operation other than a lever, for example, an operation using a button or the like. In this case, an instruction shift range by the driver is acquired by receiving a signal corresponding to the button operation. Good. Further, the TM-ECU 40 may acquire the vehicle speed of the vehicle 1 by receiving an output signal of a vehicle speed sensor (not shown). As described above, since the shift range in the present embodiment is determined by SWS, the instruction shift range and the shift range of automatic transmission 20 may differ due to, for example, malfunction of TM-ECU 40 or the like. Therefore, in the following, the “shift range of the automatic transmission 20” refers to the shift range actually configured in the automatic transmission 20.

  TM-ECU 40 transmits a start permission signal for allowing start of engine 10 to engine ECU 30. When the engine 10 is started, the shift range of the automatic transmission 20 that is coupled to the engine 10 and receives the power of the engine 10 is a shift range indicating that the automatic transmission 20 is in a neutral state, that is, a neutral range ( N range) or parking range (P range). Therefore, the TM-ECU 40 transmits a start permission signal to the engine ECU 30 when the automatic transmission 20 is in the N range or the P range. When an ECU other than the engine ECU 30 outputs a start command for the engine 10 (drive command for the starter 11), the TM-ECU 40 outputs a start permission signal to the other ECU. Details of the determination method for the N range or P range (neutral state) will be described later. The neutral state of the automatic transmission 20 represents a state where power from the engine 10 is not transmitted to the automatic transmission 20. In the present embodiment, the friction engagement elements (clutch C1, C2, brake B1, B2) in the automatic transmission 20 are all in a disengaged state. The P range is a shift range that prevents the drive shaft DS and the drive wheels DW from rotating by locking the gear on the output side of the automatic transmission 20 in addition to the N range.

  Next, an outline of the speed change mechanism of the automatic transmission 20 will be described.

  FIG. 2 is a schematic configuration diagram of the automatic transmission 20 and an operation table showing the correspondence between each shift stage, the clutch, and the brake. FIG. 2A is a schematic configuration diagram of the automatic transmission 20. FIG. 2B is an operation table showing a correspondence relationship between each shift stage of the automatic transmission 20 and the clutches and brakes that are friction engagement elements.

  The automatic transmission 20 is a transmission capable of shifting and outputting input power and changing the gear ratio to a plurality of stages. Referring to FIG. 2A, the automatic transmission 20 includes a planetary gear mechanism 22, clutches C1 and C2, brakes B1 and B2, and a one-way clutch FW for changing a power transmission path from input to output. Including. Although not shown in the figure, the input shaft 21 is coupled to a fluid transmission device such as a torque converter, and the power of the engine 10 is transmitted by the fluid transmission device. Similarly, although not shown, a differential mechanism is coupled to the output shaft 25, and power is output to the left and right drive shafts DS via the differential mechanism.

  The planetary gear mechanism 22 includes two planetary gear trains 23 and 24.

  The planetary gear train 23 includes a sun gear 23s that is an external gear, a ring gear 23r that is an internal gear, a sun gear 23s, and a plurality of planetary gears 23p that mesh with the ring gear 23r. The sun gear 23s is coaxially coupled to a sun gear 24s of a planetary gear train 24, which will be described later, and is configured to be coupled to the transmission case 26 via the brake B1. The ring gear 23r is configured to be connectable to the input shaft 21 via a clutch C1 described later. The planetary gear 23p is coupled to the output shaft 25 via the carrier 23c.

  The planetary gear train 24 includes a sun gear 24s that is an external gear, a ring gear 24r that is an internal gear, a sun gear 24s, and a plurality of planetary gears 24p that mesh with the ring gear 24r. The sun gear 24s is coaxially coupled to the sun gear 23s of the planetary gear train 23, and is configured to be coupled to the transmission case 26 via the brake B1. The ring gear 24r is coupled to the output shaft 25. The planetary gear 24p is coupled to a later-described brake B2 and one-way clutch FW via a carrier 24c, and is configured to be coupled to the transmission case 26 via the brake B2 and one-way clutch FW.

  The clutch C1 is a hydraulic clutch capable of fastening the input shaft 21 and the ring gear 23r of the planetary gear mechanism 22 and releasing the fastening of both.

  The clutch C2 is a hydraulic clutch that can fasten the input shaft 21 and the sun gears 23s and 24s of the planetary gear mechanism 22 and can release the fastening of both.

  The brake B <b> 1 is a hydraulic clutch that can fix the sun gears 23 s and 24 s of the planetary gear mechanism 22 to the transmission case 26, and can release the fixation to the transmission case 26.

  The brake B2 is a hydraulic clutch capable of fixing the planetary gear 24p of the planetary gear mechanism 22 to the transmission case 26 and releasing the fixation of the planetary gear 24p to the transmission case 26.

  As will be described later, the clutches C1, C2 and the brakes B1, B2 are driven by the hydraulic pressure supplied from the oil pump 27, and the TM-ECU 40 transmits the hydraulic pressure to the clutches C1, C2, brakes B1, and B2. Controls supply and switches gears. In the following, the above-described “engagement” of the clutches C1 and C2 and “fixation” of the brakes B1 and B2 may be collectively expressed as “engagement” of the friction engagement elements.

  The one-way clutch FW is a clutch capable of restricting transmission of rotational torque in only one direction, and acts as a reaction force element when driving the first forward speed described later.

  In addition, referring to FIG. 2B, the first forward speed is configured by driving the clutch C1 and the brake B2. Note that the brake B2 acts only when the engine is braked (accelerator is off). The second forward speed is configured by driving the clutch C1 and the brake B1. Further, the third forward speed is configured by driving the clutch C1 and the clutch C2. Further, the reverse movement is configured by driving the clutch C2 and the brake B2.

  As described above, the automatic transmission 20 constitutes the first to third forward speeds and the reverse speed stages each having a predetermined speed ratio, and the clutch C1, C2 and the brakes B1, B2 are illustrated in the operation table. By providing the above, three forward speeds and one reverse speed are provided.

  Next, the shift range detection device and the engine start device according to this embodiment will be described.

  FIG. 3 is a block diagram showing the shift range detection device 100, the engine start control device 200, and the hydraulic pressure supply path to the clutch and brake in the automatic transmission 20 according to the present embodiment. In the drawing, a thick solid line represents a hydraulic pressure supply line, and a thin solid line represents a control command line.

  The automatic transmission 20 includes an oil pump 27, a supply hydraulic pressure adjustment valve 28CV, a pressure reducing valve 28RV, an adjustment solenoid valve SL, a supply cut valve 28CTV, a hydraulic switch 29, and solenoid valves SL1, SL2, SL3, SL4.

  The oil pump 27 is a hydraulic pressure supply unit that is driven by power extracted from the output shaft of the engine 10. The oil pump 27 may be any pump that can pump hydraulic oil in the transmission case 26, such as an internal gear pump, an external gear pump, or a (centrifugally movable) vane pump. The oil pump 27 is configured to suck hydraulic oil in the transmission case 26 from an oil pan (not shown) of the automatic transmission 20 and supply hydraulic pressure to the clutches C1, C2, brakes B1, B2, and the like. The hydraulic oil supplied from the oil pump 27 branches to the hydraulic pressure supply paths OL11, OL12, OL13, OL14 through the hydraulic pressure supply path OL1, and then to the clutches C1, C2 and the brakes B1, B2, which are friction engagement elements. Pumped.

  The supply hydraulic pressure adjustment valve 28CV is a valve that adjusts the hydraulic pressure supplied from the oil pump 27, and is applied to the line pressure (clutch C1, C2, brake B1, B2) corresponding to the signal pressure supplied from the adjustment solenoid valve SL described later. The original pressure of the supplied hydraulic pressure is generated.

  The pressure reducing valve 28RV is a valve for reducing the hydraulic pressure supplied from the oil pump 27 via the supply hydraulic pressure adjusting valve 28CV. The pressure reducing valve 28RV generates a source pressure of a signal pressure supplied to the supply hydraulic pressure adjusting valve 28CV via an adjusting solenoid valve SL described later.

  The adjustment solenoid valve SL is an electromagnetic proportional valve that generates a signal pressure for adjusting the line pressure generated by the supply hydraulic pressure adjustment valve 28CV. The signal pressure output from the adjustment solenoid valve SL is supplied to the supply hydraulic pressure adjustment valve 28CV. The adjustment solenoid valve SL is driven by a command signal from the TM-ECU 40 and can linearly adjust the hydraulic pressure supplied from the pressure reducing valve 28RV according to the amount of current flowing through the solenoid. The solenoid of the adjustment solenoid valve SL is connected to a battery (not shown) via the TM-ECU 40, and a current flows when a voltage of the battery is applied.

  The supply cut valve 28CTV is a valve that shuts off the hydraulic pressure supply path OL1 to the friction engagement elements (clutch C1, C2, brake B1, B2). For example, when the shift range of the automatic transmission 20 is the N range or the P range, the supply cut valve 28CTV shuts off the hydraulic pressure supply path OL1 to the friction engagement element according to a command from the TM-ECU 40.

  The hydraulic switch 29 is a hydraulic pressure detection device that detects the hydraulic pressure of the hydraulic pressure supply path OL1 to the friction engagement element before branching, and is provided downstream of the above-described supply cut valve 28CTV. The oil pressure switch 29 detects the oil pressure in the oil pressure supply path OL1, and is turned on when the oil pressure in the oil pressure supply path OL1 is less than or equal to a predetermined value, and is turned off when the oil pressure in the oil pressure supply path OL1 is greater than a predetermined value. For example, when the shift range of the automatic transmission 20 is the N range or the P range, the supply cut valve 28CTV cuts off the supply of hydraulic pressure to the friction engagement element, so that the hydraulic pressure in the hydraulic supply path OL1 becomes a predetermined value or less. The hydraulic switch 29 is turned on. The predetermined value may be set to the maximum hydraulic pressure of the hydraulic pressure supply path OL1 when the hydraulic pressure supply to the friction engagement element is interrupted by the supply cut valve 28CTV. The hydraulic switch 29 is incorporated in a predetermined detection circuit, and can detect whether the hydraulic switch 29 is in an ON state or an OFF state by outputting a voltage at both ends, for example. An ON / OFF output signal of the hydraulic switch 29 is output to the TM-ECU 40.

  Solenoid valves SL1, SL2, SL3, and SL4 are electromagnetic proportional valves that control the hydraulic pressure supplied to clutches C1, C2, brakes B1, and B2, respectively. Each solenoid valve SL1 to SL4 can linearly adjust the hydraulic pressure supplied from the oil pump 27 according to the current flowing through the solenoid. Solenoids of the solenoid valves SL1 to SL4 are connected to a battery (not shown) via the TM-ECU 40, and a current flows when a voltage of the battery is applied.

  The adjustment solenoid valve SL and the solenoid valves SL1, SL2, SL3, and SL4 described above are controlled by the TM-ECU 40. For example, the solenoid of the adjustment solenoid valve SL and the battery are connected via a drive transistor (not shown) in the TM-ECU 40, and the TM-ECU 40 generates a current flowing through the solenoid by driving the drive transistor on and off. Control. Further, the solenoids of the solenoid valves SL1 to SL4 and the battery are connected via corresponding drive transistors (not shown) in the TM-ECU 40, and the TM-ECU 40 drives the corresponding drive transistors on and off. To control the current flowing through each solenoid.

  Here, the neutral state detection method and the start control method of the automatic transmission 20 by the hydraulic switch 29 included in the shift range detection device 100 and the engine start control device 200 will be described.

  When the shift range of the automatic transmission 20 is the N range or the P range, as described above, the supply cut valve 28CTV blocks the hydraulic pressure supply from the oil pump 27 to the hydraulic pressure supply paths OL1, OL11 to OL14. Therefore, the hydraulic pressure in the hydraulic pressure supply path OL1 becomes a predetermined value or less, and the hydraulic switch 29 is turned on. Further, when the shift range of the automatic transmission 20 is other than the N range or the P range, the hydraulic pressure is supplied to the friction engagement element, so that the hydraulic pressure in the hydraulic pressure supply path OL1 becomes larger than a predetermined value, It becomes OFF. Therefore, the hydraulic switch 29 can detect the hydraulic pressure of the hydraulic pressure supply path OL1 and detect whether the shift range of the automatic transmission 20 is the N range or the P range based on the detected hydraulic pressure. That is, when the hydraulic switch 29 is ON, the shift range of the automatic transmission 20 is N range or P range. When the hydraulic switch 29 is OFF, the shift range of the automatic transmission 20 is other than the N range or P range. It is.

  As described above, when the instruction shift range and the shift range of the automatic transmission 20 are different due to malfunction of the TM-ECU 40 based on the hydraulic pressure of the hydraulic pressure supply path OL1 to the friction engagement element. In addition, it is possible to accurately detect whether the shift range of the automatic transmission 20 is the N range or the P range. That is, it is possible to accurately detect whether or not the shift range of the automatic transmission 20 is within the shift range indicating the neutral state of the automatic transmission 20.

  Further, the TM-ECU 40 included in the engine start control device 200 receives an output from the hydraulic switch 29, that is, an output indicating whether the hydraulic switch 29 is ON or OFF. Accordingly, the TM-ECU 40 can obtain accurate information as to whether or not the shift range of the automatic transmission 20 is a shift range (N range or P range) indicating the neutral state of the automatic transmission 20. .

  FIG. 4 is a flowchart showing an output flow of a start permission or start prohibition command signal by the engine start control device 200 (TM-ECU 40). This flow may be executed when a start request for the engine 10 is received from the engine ECU 30, or may be executed each time the indicated shift range is changed, for example. A start permission or prohibition command signal from the TM-ECU 40 is output to the engine ECU 30.

  Referring to FIG. 4, in step S101, it is determined whether or not the designated shift range is the N range or the P range. When the instruction shift range is not the N range or the P range, the process proceeds to step S104, and a start prohibition command signal is output to the engine ECU 30. When the instruction shift range is the N range or the P range, the process proceeds to step S102.

  In step S102, it is determined whether or not the hydraulic switch 29 is ON. If the hydraulic switch is ON, the process proceeds to step S103, and a start permission command signal is output. This is because, as described above, when the hydraulic switch is ON, the shift range of the automatic transmission 20 is the N range or the P range. When the hydraulic switch is OFF, the process proceeds to step S104, and a start prohibition command signal is output to the engine ECU 30. As described above, when the hydraulic switch is OFF, the shift range of the automatic transmission 20 is other than the N range or the P range.

  In this way, by outputting a command signal for permitting or prohibiting start of the engine 10 based on the output of the hydraulic switch 29, the instruction shift range and the automatic transmission 20 Even when the shift range is different, the engine 10 can be normally started. In addition, since the start permission command signal is output after the instruction shift range and the shift range of the automatic transmission 20 are double confirmed, the reliability of the engine start control is increased.

  In the present embodiment, the hydraulic switch 29 is provided in the hydraulic pressure supply path OL1 before branching, but may be provided in each of the hydraulic pressure supply paths OL11 to OL14 after branching. In this case, whether or not the shift range of the automatic transmission 20 is a shift range indicating the neutral state of the automatic transmission 20 depending on whether or not all the hydraulic switches provided in the branched hydraulic supply paths OL11 to OL14 are ON. Should be detected. Further, in step S102 in FIG. 4 described above, the TM-ECU 40 determines whether or not all of the hydraulic switches provided in the branched hydraulic supply paths OL11 to OL14 are ON, thereby allowing the start permission or prohibition instruction. A signal may be output.

  In the present embodiment, the relationship between ON and OFF of the hydraulic switch 29 is ON when the hydraulic pressure is equal to or lower than a predetermined value, and OFF when the hydraulic pressure is higher than the predetermined value. However, ON and OFF are opposite settings. Also good. In this case, it is preferable to detect that the shift range of the automatic transmission 20 is the shift range (N range or P range) indicating the neutral state of the automatic transmission 20 by detecting that the hydraulic switch 29 is OFF.

[Second Embodiment]
Next, a second embodiment will be described.

  The engine start control device according to the present embodiment is configured to permit or prohibit start of the engine 10 by connecting or disconnecting a relay provided in a path for supplying power to the starter by the output of the hydraulic switch 29. Mainly different from the first embodiment. Hereinafter, the same components as those in the first embodiment are denoted by the same reference numerals, and different portions will be mainly described.

  Since the schematic configuration of the vehicle including the automatic transmission according to the present embodiment is the same as that of FIG. 1 according to the first embodiment, description thereof is omitted.

  Further, the schematic configuration of the automatic transmission 20 according to the present embodiment and the correspondence relationship between the respective shift speeds and the clutches and brakes are the same as those in FIG. 2 according to the first embodiment, and thus the description thereof is omitted.

  Next, the shift range detection device and the engine start device according to this embodiment will be described.

  The shift range detection device 100, the engine start control device 200, and the hydraulic pressure supply path to the clutch and brake in the automatic transmission 20 according to the present embodiment are expressed in substantially the same manner as in FIG. 3 according to the first embodiment. The The difference from FIG. 3 is that the output of the hydraulic switch 29 is not input to the TM-ECU 40, and the engine start control device 200 starts the engine 10 by an electric circuit including the hydraulic switch 29 according to the output of the hydraulic switch 29. It is a point which permits or prohibits.

  Hereinafter, the engine start control method by the engine start control device 200 (hydraulic switch 29) according to the present embodiment will be specifically described.

  FIG. 5 is a diagram illustrating an example of an engine start control method using an engine start control circuit by the engine start control device 200 according to the present embodiment. In the present embodiment, unlike the first embodiment, the TM-ECU 40 outputs a start permission signal to the engine ECU 30 when the instruction shift range is the N range or the P range.

  Referring to FIG. 5, a power supply path 51 that supplies power from a battery 50 mounted on the vehicle 1 to the starter 11 that starts the engine 10 is provided.

  The power supply path 51 is provided with a starter 11, a relay 12, and an ignition switch 13. When both the relay 12 and the ignition switch 13 are in the ON state, the voltage of the battery 50 is applied to the starter 11 and the engine 10 is started by the starter 11.

  The ignition switch 13 is turned on in response to an engine start signal from the engine ECU 30.

  The relay 12 includes a switch unit 12s and a coil unit 12c. In the relay 12, when the coil portion 12c is energized and excited, the switch portion 12s is connected.

  The coil unit 12 c is supplied with power from the battery 50 through a power supply path 52 provided in parallel with the power supply path 51.

  In the power supply path 52, a hydraulic switch 29 is provided in addition to the coil portion 12c. When the hydraulic switch 29 is ON, the voltage of the battery 50 is applied to the coil portion 12c. Therefore, when the hydraulic switch 29 is ON, the relay 12 is ON, and when the hydraulic switch 29 is OFF, the relay 12 is OFF.

  Here, as in the first embodiment, the oil pressure switch 29 is used when the oil pressure in the oil pressure supply path OL1 from the oil pump 27 to the friction engagement elements (clutch C1, C2, brake B1, B2) is equal to or less than a predetermined value. It becomes ON. That is, it is turned ON when the shift range of the automatic transmission 20 is a shift range (N range or P range) indicating the neutral state of the automatic transmission 20. The hydraulic switch 29 is turned off when the hydraulic pressure in the hydraulic pressure supply path OL1 is greater than a predetermined value. That is, it is turned off when the shift range of the automatic transmission 20 is other than the shift range (N range or P range) indicating the neutral state of the automatic transmission 20.

  Therefore, even if the ignition switch 13 is turned on by the engine start signal from the engine ECU 30, the relay 12 is OFF unless the shift range of the automatic transmission 20 is the shift range indicating the neutral state of the automatic transmission 20. The engine 10 is not started. In other words, the engine start control device 200 connects or disconnects the power supply path 51 that supplies power to the starter 11 that starts the engine 10 based on the output (ON or OFF) of the hydraulic switch 29. Is permitted or prohibited.

  For example, when the command shift range and the shift range of the automatic transmission 20 are different due to malfunction of the TM-ECU 40, the TM-ECU 40 outputs a start permission signal to the engine ECU 30 based on the command shift range. There is a possibility. However, even in such a case, the engine 10 is not started by the relay 12 that is turned on / off according to the output of the hydraulic switch 29.

  In this way, by configuring an engine start control circuit that permits or prohibits the start of the engine 10 in accordance with the output of the hydraulic switch 29, the instruction shift range and the automatic transmission due to malfunction of the TM-ECU 40, etc. Even when the shift range of 20 is different, the engine 10 can be normally started. In addition, the start of the engine 10 can be permitted or prohibited depending on the configuration of the electric circuit without depending on a command from the microcomputer or the like, so that there is no influence of a malfunction of the microcomputer and the reliability of the engine start control is high. Become.

  In the present embodiment, the hydraulic switch 29 is provided in the hydraulic pressure supply path OL1 before branching, but may be provided in each of the hydraulic pressure supply paths OL11 to OL14 after branching. In this case, the hydraulic switches provided in the branched hydraulic supply paths OL11 to OL14 may be arranged in series with the power supply path 52 that supplies power to the coil portion 12c of the relay 12 described above.

  As mentioned above, although the form for implementing this invention was explained in full detail, this invention is not limited to this specific embodiment, In the range of the summary of this invention described in the claim, various Can be modified or changed.

  For example, in each of the above-described embodiments, the automatic transmission 20 is a transmission with three forward speeds and one reverse speed. However, the automatic transmission 20 may be a transmission with more gear speeds or fewer gear speeds. It may be a transmission.

  Further, in each of the above-described embodiments, the automatic transmission 20 has the engine 10 as a power source separately. However, the automatic transmission 20 may have a power source such as a drive motor in the transmission.

  Further, the engine start control device 200 in the first embodiment may be combined with the engine start control device 200 in the second embodiment. That is, based on the output of the hydraulic switch 29, the TM-ECU 40 outputs a start permission / start prohibition signal, and supplies power to the starter 11 that starts the engine 10 according to the output of the hydraulic switch 29. The start of the engine 10 may be permitted or prohibited by connecting or disconnecting 51. Thereby, the reliability of engine start control can be further improved.

  Further, in each of the above-described embodiments, the neutral state of the automatic transmission 20 is a state in which all of the friction engagement elements (clutch C1, C2, brake B1, B2) for configuring the gear ratio are not engaged. However, the neutral state may be realized by other methods. For example, a neutral state may be realized by providing a hydraulic clutch on the input shaft 21 of the automatic transmission 20 and disconnecting the hydraulic clutch. In this case, the hydraulic switch 29 may be provided in a hydraulic pressure supply path that supplies hydraulic pressure to the hydraulic clutch provided in the input shaft 21. In other words, the hydraulic pressure is supplied to the friction engagement element with respect to the transmission that configures the state in which the power from the input side is transmitted and the state in which the power is not transmitted by the engagement / disengagement of the friction engagement element driven by the hydraulic pressure. A hydraulic pressure detecting device may be provided in the path.

1 vehicle 10 engine 11 starter 12 relay 12c coil part (coil)
13 Ignition switch 20 Automatic transmission (transmission)
29 Hydraulic switch (hydraulic detector)
30 Engine ECU
40 Transmission ECU
50 Battery B1, B2 Brake (friction engagement element)
C1, C2 clutch (friction engagement element)
FW One-way clutch OL1 Hydraulic supply path OL11, OL12, OL13, OL14 Hydraulic supply path

Claims (6)

A shift range detection device that detects a shift range of a transmission that configures a state in which power from the input side is transmitted and a state in which power is not transmitted by engagement / disengagement of a friction engagement element driven by hydraulic pressure,
A hydraulic pressure supply path for supplying hydraulic pressure to the friction engagement element;
A hydraulic pressure detecting device for detecting the hydraulic pressure of the hydraulic pressure supply path,
The oil pressure detection device includes:
Based on the detected oil pressure, it is detected whether or not the shift range of the transmission is a shift range indicating a neutral state of the transmission,
Shift range detector. The oil pressure detection device includes:
When the detected hydraulic pressure is less than or equal to a predetermined value, the shift range of the transmission is detected as a shift range indicating a neutral state,
The shift range detection device according to claim 1. A shift range detection device according to claim 2,
Based on the output of the oil pressure detection device, the start of the engine that inputs power to the transmission is permitted or prohibited,
Engine start control device. Based on the output of the hydraulic pressure detection device, the engine is allowed to start when the shift range of the transmission is a shift range indicating a neutral state of the transmission.
The engine start control device according to claim 3. Based on the output of the oil pressure detection device, the start of the engine is permitted or prohibited by connecting or blocking a first power supply path that supplies power to a starter that starts the engine.
The engine start control device according to claim 3. A relay provided in the first power supply path, including a coil, including a relay that enters a connected state when the coil is energized and excited;
The oil pressure detection device is a hydraulic switch,
The hydraulic switch is provided in a second power supply path for supplying power to the coil, and is connected when the detected hydraulic pressure is equal to or less than the predetermined value.
The engine start control device according to claim 5.

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